WO2017118168A1 - 发动机的控制方法和系统 - Google Patents

发动机的控制方法和系统 Download PDF

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Publication number
WO2017118168A1
WO2017118168A1 PCT/CN2016/103313 CN2016103313W WO2017118168A1 WO 2017118168 A1 WO2017118168 A1 WO 2017118168A1 CN 2016103313 W CN2016103313 W CN 2016103313W WO 2017118168 A1 WO2017118168 A1 WO 2017118168A1
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Prior art keywords
cylinder
engine
state
crank angle
generator
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PCT/CN2016/103313
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English (en)
French (fr)
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王泽兴
李中兴
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北京新能源汽车股份有限公司
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Priority claimed from CN201620008470.7U external-priority patent/CN205349539U/zh
Priority claimed from CN201610006956.1A external-priority patent/CN105626280A/zh
Application filed by 北京新能源汽车股份有限公司 filed Critical 北京新能源汽车股份有限公司
Publication of WO2017118168A1 publication Critical patent/WO2017118168A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators

Definitions

  • the invention relates to the technical field of automobiles, and in particular to a control method and system for an engine.
  • crankshaft position of the engine is mainly measured by various measuring devices such as a crankshaft position sensor, a crank disk, an indexing plate, etc., and then the operating state of each cylinder of the current engine is obtained through a complicated calculation process, which not only has high hardware cost, but also a calculation process. Complex, the engine control is not precise enough.
  • an object of the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • an object of the present invention is to provide a control method for an engine, which eliminates complicated components such as a crankshaft position sensor, a crank disk, an indexing plate, and the like, and reduces the hardware cost.
  • the generator and the engine are coaxially connected to each other. Perform precise control.
  • a second object of the present invention is to provide a control system for an engine.
  • a first aspect of the present invention provides a method for controlling an engine, comprising: receiving a generator position signal collected by the resolver sensor; and receiving a piston of each cylinder of the engine collected by the camshaft sensor. a position signal; determining a crank angle according to the generator position signal and a position signal of each cylinder piston of the engine; and determining a state of each cylinder of the engine according to the crank angle, and according to each cylinder of the engine The state controls the engine.
  • the control method of the engine of the embodiment of the present invention receives the position signal of the piston of each cylinder of the engine collected by the camshaft sensor by receiving the generator position signal collected by the cyclone sensor, according to the generator position signal and the Determining a crank angle of each cylinder piston of the engine, determining a state of each cylinder of the engine according to the crank angle, and controlling the engine according to a state of each cylinder of the engine, canceling a crankshaft position
  • Complex components such as sensors, crank discs, and indexing discs reduce hardware costs and provide precise control of the engine by coaxially connecting the generator to the engine.
  • a second aspect of the present invention provides a control system for an engine, including: a generator, an engine, and a controller; the generator is coaxially coupled to the engine; the generator is provided with a resolver sensor, a resolver sensor is configured to collect the generator position signal; the engine is provided with a camshaft position sensor, and the camshaft position sensor is used to collect a position signal of a piston corresponding to each cylinder of the engine;
  • the generator is coupled to the engine for receiving the generator position signal and a position signal of each cylinder piston of the engine, and based on the generator position signal and a position signal of each cylinder piston of the engine Determining a crank angle, and determining a state of each cylinder of the engine based on the crank angle, and controlling the engine according to a state of each cylinder of the engine.
  • the control system of the engine of the embodiment of the present invention receives the position signal of the piston of each cylinder of the engine collected by the camshaft sensor by receiving the generator position signal collected by the cyclone sensor, according to the generator position signal and the Determining a crank angle of each cylinder piston of the engine, determining a state of each cylinder of the engine according to the crank angle, and controlling the engine according to a state of each cylinder of the engine, canceling a crankshaft position
  • Complex components such as sensors, crank discs, and indexing discs reduce hardware costs and provide precise control of the engine by coaxially connecting the generator to the engine.
  • FIG. 1 is a flow chart of a method of controlling an engine according to an embodiment of the present invention
  • FIG. 2 is a schematic structural view of a control system of an engine according to an embodiment of the present invention.
  • FIG. 1 is a flow chart of a method of controlling an engine in accordance with one embodiment of the present invention.
  • the engine control method may include:
  • the generator may be provided with a resolver sensor that can acquire a position signal of the generator.
  • the controller can then receive the generator position signal.
  • the engine may be provided with a camshaft sensor that captures the position of the piston of each cylinder of the engine signal.
  • the position signal of each cylinder piston of the engine may be the first cylinder at the top dead center, the second cylinder at the bottom dead center, the third cylinder at the top dead center, and the fourth cylinder at the bottom dead center.
  • the engine and the generator are arranged in a coaxial connection, that is, the engine and the generator can be rotated in synchronization.
  • the initial position of the generator collected by the resolver sensor maintains a corresponding relationship with the top dead center of the piston of the first cylinder of the engine, and since it is synchronous rotation, the crank angle can be inferred.
  • a correspondence table between the preset crank angle and the state of each cylinder of the engine may be queried to determine the state of each cylinder of the engine.
  • the ignition sequence is 1-3-4-2
  • the crank angle and the state of each cylinder of the engine can be as shown in Table 1.
  • the crank angle is in the first preset interval, that is, 0 to 180 degrees, it is determined that the first cylinder of the engine is in the working state, the second cylinder is in the exhaust state, the third cylinder is in the compressed state, and the fourth cylinder is in the intake state.
  • crank angle is in the second preset interval, that is, 180 to 360 degrees
  • the crank angle is in the second preset interval, that is, 180 to 360 degrees
  • the second cylinder is in the intake state
  • the third cylinder is in the working state
  • the fourth cylinder is in the working state. Compressed state.
  • crank angle is in the third preset interval, that is, 360 to 540 degrees, it is determined that the first cylinder of the engine is in the intake state, the second cylinder is in the compressed state, the third cylinder is in the exhaust state, and the fourth cylinder is in the working state.
  • the crank angle is in the fourth preset interval, that is, 540 to 720 degrees, it is determined that the first cylinder of the engine is in a compressed state, the second cylinder is in a working state, the third cylinder is in an intake state, and the fourth cylinder is in an exhaust state.
  • the work state corresponds to the ignition action
  • the intake state corresponds to the fuel injection action, thereby accurately controlling each cylinder of the engine.
  • firing order of 1-3-4-2 is a common firing sequence and is merely an example here.
  • the engine can also be controlled according to the actual application, using other firing sequences, such as the firing order of 1-2-4-3, as shown in Table 2.
  • the control method of the engine of the embodiment of the present invention receives the position signal of the piston of each cylinder of the engine collected by the camshaft sensor by receiving the generator position signal collected by the cyclone sensor, and according to the generator position signal and the position of the piston of each cylinder of the engine.
  • the signal determines the crank angle, and determines the state of each cylinder of the engine according to the crank angle, and controls the engine according to the state of each cylinder of the engine, eliminating complicated components such as the crank position sensor, the crank disk, and the indexing plate, thereby reducing the hardware cost.
  • the engine can be precisely controlled.
  • the present invention also provides a control system for an engine.
  • FIG. 2 is a schematic structural view of a control system of an engine according to an embodiment of the present invention.
  • control system of the engine may include a generator 100, an engine 200, and a controller 300.
  • the generator 100 and the engine 200 are coaxially connected to realize synchronous rotation.
  • the generator 100 can be provided with a resolver sensor 110 that can acquire a position signal of the generator. Controller 300 can then receive the generator position signal.
  • the engine 200 can be provided with a camshaft sensor 210 that can capture position signals for each cylinder piston of the engine.
  • the position signal of each cylinder piston of the engine may be the first cylinder at the top dead center, the second cylinder at the bottom dead center, the third cylinder at the top dead center, and the fourth cylinder at the bottom dead center.
  • Controller 300 is coupled to generator 100 and engine 200, respectively.
  • the controller 300 can receive the generator position signal and the position signal of each cylinder piston of the engine, and determine the crank angle according to the generator position signal and the position signal of each cylinder piston of the engine, and determine the state of each cylinder of the engine according to the crank angle.
  • the engine is controlled according to the state of each cylinder of the engine.
  • the controller 300 can be based on the generator position signal and the piston of each cylinder of the engine.
  • the position signal determines the crank angle.
  • the controller 300 can query a preset relationship between the preset crank angle and the state of each cylinder of the engine to determine the state of each cylinder of the engine.
  • the ignition sequence is 1-3-4-2
  • the crank angle and the state of each cylinder of the engine can be as shown in Table 1.
  • the crank angle is in the first preset interval, that is, 0 to 180 degrees, it is determined that the first cylinder of the engine is in the working state, the second cylinder is in the exhaust state, the third cylinder is in the compressed state, and the fourth cylinder is in the intake state.
  • crank angle is in the second preset interval, that is, 180 to 360 degrees
  • the crank angle is in the second preset interval, that is, 180 to 360 degrees
  • the second cylinder is in the intake state
  • the third cylinder is in the working state
  • the fourth cylinder is in the working state. Compressed state.
  • crank angle is in the third preset interval, that is, 360 to 540 degrees, it is determined that the first cylinder of the engine is in the intake state, the second cylinder is in the compressed state, the third cylinder is in the exhaust state, and the fourth cylinder is in the working state.
  • the crank angle is in the fourth preset interval, that is, 540 to 720 degrees, it is determined that the first cylinder of the engine is in a compressed state, the second cylinder is in a working state, the third cylinder is in an intake state, and the fourth cylinder is in an exhaust state.
  • the work state corresponds to the ignition action
  • the intake state corresponds to the fuel injection action, thereby accurately controlling each cylinder of the engine.
  • firing order of 1-3-4-2 is a common firing sequence and is merely an example here.
  • the engine can also be controlled according to the actual application, using other firing sequences, such as the firing order of 1-2-4-3, as shown in Table 2.
  • the control system of the engine of the embodiment of the present invention receives the position signal of the piston of each cylinder of the engine collected by the camshaft sensor by receiving the generator position signal collected by the cyclone sensor, and according to the generator position signal and the position of the piston of each cylinder of the engine.
  • the signal determines the crank angle, and determines the state of each cylinder of the engine according to the crank angle, and controls the engine according to the state of each cylinder of the engine, eliminating complicated components such as the crank position sensor, the crank disk, and the indexing plate, thereby reducing the hardware cost.
  • the engine can be precisely controlled.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” or “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. , or integrated; can be mechanical or electrical connection; can be directly connected, or indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements, unless otherwise specified Limited.
  • the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

一种发动机的控制方法，包括以下步骤：接收旋变传感器（110）采集的发电机（100）的位置信号（步骤S1）；接收凸轮轴传感器（210）采集的发动机（200）每一缸活塞的位置信号（步骤S2）；根据发电机位置信号和发动机每一缸活塞的位置信号确定曲轴转角（步骤S3）；以及根据曲轴转角确定发动机每一缸的状态，并根据发动机每一缸的状态对发动机进行控制（步骤S4）。还公开了一种发动机的控制系统。该发动机的控制方法和系统，取消了曲轴位置传感器、曲轴盘、分度盘等复杂部件，降低了硬件成本，通过发电机和发动机同轴连接，能够对发动机进行精准地控制。

Description

发动机的控制方法和系统
相关申请的交叉引用
本申请要求北京新能源汽车股份有限公司于2016年1月5日提交的、发明名称为“发动机的控制方法和系统”的、中国专利申请号“201610006956.1”的优先权。
技术领域
本发明涉及汽车技术领域，尤其涉及一种发动机的控制方法和系统。
背景技术
目前，发动机的曲轴位置主要通过曲轴位置传感器、曲轴盘、分度盘等多种测量设备进行测量，然后通过复杂的计算过程获得当前发动机每一缸的运行状态，不仅硬件成本高，而且计算过程复杂，对发动机的控制不够精准。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明的一个目的在于提出一种发动机的控制方法，取消了曲轴位置传感器、曲轴盘、分度盘等复杂部件，降低了硬件成本，通过发电机和发动机同轴连接，能够对发动机进行精准地控制。
本发明的第二个目的在于提出一种发动机的控制系统。
为了实现上述目的，本发明第一方面实施例提出了一种发动机的控制方法，包括：接收所述旋变传感器采集的发电机位置信号；接收所述凸轮轴传感器采集的发动机每一缸活塞的位置信号；根据所述发电机位置信号和所述发动机每一缸活塞的位置信号确定曲轴转角；以及根据所述曲轴转角确定所述发动机每一缸的状态，并根据所述发动机每一缸的状态对所述发动机进行控制。
本发明实施例的发动机的控制方法，通过接收所述旋变传感器采集的发电机位置信号，接收所述凸轮轴传感器采集的发动机每一缸活塞的位置信号，根据所述发电机位置信号和所述发动机每一缸活塞的位置信号确定曲轴转角，以及根据所述曲轴转角确定所述发动机每一缸的状态，并根据所述发动机每一缸的状态对所述发动机进行控制，取消了曲轴位置传感器、曲轴盘、分度盘等复杂部件，降低了硬件成本，通过发电机和发动机同轴连接，能够对发动机进行精准地控制。
本发明第二方面实施例提出了一种发动机的控制系统，包括：发电机、发动机和控制器；所述发电机与所述发动机同轴连接；所述发电机设有旋变传感器，所述旋变传感器用于采集所述发电机位置信号；所述发动机设有凸轮轴位置传感器，所述凸轮轴位置传感器用于采集的发动机每一缸对应的活塞的位置信号；所述控制器分别于所述发电机和所述发动机相连，用于接收所述发电机位置信号和所述发动机每一缸活塞的位置信号，并根据所述发电机位置信号和所述发动机每一缸活塞的位置信号确定曲轴转角，以及根据所述曲轴转角确定所述发动机每一缸的状态，并根据所述发动机每一缸的状态对所述发动机进行控制。
本发明实施例的发动机的控制系统，通过接收所述旋变传感器采集的发电机位置信号，接收所述凸轮轴传感器采集的发动机每一缸活塞的位置信号，根据所述发电机位置信号和所述发动机每一缸活塞的位置信号确定曲轴转角，以及根据所述曲轴转角确定所述发动机每一缸的状态，并根据所述发动机每一缸的状态对所述发动机进行控制，取消了曲轴位置传感器、曲轴盘、分度盘等复杂部件，降低了硬件成本，通过发电机和发动机同轴连接，能够对发动机进行精准地控制。
附图说明
图1是根据本发明一个实施例的发动机的控制方法的流程图；
图2是根据本发明一个实施例的发动机的控制系统的结构示意图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
下面参考附图描述本发明实施例的发动机的控制方法和系统。
图1是根据本发明一个实施例的发动机的控制方法的流程图。
如图1所示，发动机的控制方法可包括：
S1，接收旋变传感器采集的发电机位置信号。
具体地，发电机可设有旋变传感器，旋变传感器可采集发电机的位置信号。然后控制器可接收该发电机位置信号。
S2，接收凸轮轴传感器采集的发动机每一缸活塞的位置信号。
具体地，发动机可设有凸轮轴传感器，凸轮轴传感器可采集发动机每一缸活塞的位置 信号。以四缸发动机为例，发动机每一缸活塞的位置信号可以是第一缸在上止点，第二缸在下止点，第三缸在上止点，第四缸在下止点。
S3，根据发电机位置信号和发动机每一缸活塞的位置信号确定曲轴转角。
具体地，发动机和发电机设置为同轴连接，也就是说发动机和发电机可同步旋转。旋变传感器采集的发电机的初始位置和发动机第一缸的活塞的上止点保持一个对应关系，由于是同步旋转，由此可推断出曲轴角度。
S4，根据曲轴转角确定发动机每一缸的状态，并根据发动机每一缸的状态对发动机进行控制。
具体地，可查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定发动机每一缸的状态。举例来说，以四缸发动机为例，点火顺序为1-3-4-2，曲轴转角和发动机每一缸的状态可如表1所示，
曲轴转角 第一缸 第二缸 第三缸 第四缸
0-180度 作功 排气 压缩 进气
180-360度 排气 进气 作功 压缩
360-540度 进气 压缩 排气 作功
540-720度 压缩 作功 进气 排气
表1
当曲轴转角处于第一预设区间即0至180度时，确定发动机的第一缸处于作功状态，第二缸处于排气状态，第三缸处于压缩状态，第四缸处于进气状态。
同理，当曲轴转角处于第二预设区间即180至360度时，确定发动机的第一缸处于排气状态，第二缸处于进气状态，第三缸处于作功状态，第四缸处于压缩状态。
当曲轴转角处于第三预设区间即360至540度时，确定发动机的第一缸处于进气状态，第二缸处于压缩状态，第三缸处于排气状态，第四缸处于作功状态。
当曲轴转角处于第四预设区间即540至720度时，确定发动机的第一缸处于压缩状态，第二缸处于作功状态，第三缸处于进气状态，第四缸处于排气状态。
其中，作功状态对应的是点火动作，进气状态对应的则是喷油动作，由此可对发动机每一缸进行精准控制。
应当理解的是，1-3-4-2的点火顺序为常用点火顺序，此处仅为示例。也可根据实际应用，使用其他点火顺序，如1-2-4-3的点火顺序等对发动机进行控制，如表2所示。
曲轴转角 第一缸 第二缸 第三缸 第四缸
0-180度 作功 压缩 排气 进气
180-360度 排气 作功 进气 压缩
360-540度 进气 排气 压缩 作功
540-720度 压缩 进气 作功 排气
表2
本发明实施例的发动机的控制方法，通过接收旋变传感器采集的发电机位置信号，接收凸轮轴传感器采集的发动机每一缸活塞的位置信号，根据发电机位置信号和发动机每一缸活塞的位置信号确定曲轴转角，以及根据曲轴转角确定发动机每一缸的状态，并根据发动机每一缸的状态对发动机进行控制，取消了曲轴位置传感器、曲轴盘、分度盘等复杂部件，降低了硬件成本，通过发电机和发动机同轴连接，能够对发动机进行精准地控制。
为实现上述目的，本发明还提出一种发动机的控制系统。
图2是根据本发明一个实施例的发动机的控制系统的结构示意图。
如图2所示，发动机的控制系统可包括：发电机100、发动机200以及控制器300。
其中，发电机100和发动机200同轴连接，实现同步旋转。
发电机100可设有旋变传感器110，旋变传感器110可采集发电机的位置信号。然后控制器300可接收该发电机位置信号。
发动机200可设有凸轮轴传感器210，凸轮轴传感器210可采集发动机每一缸活塞的位置信号。以四缸发动机为例，发动机每一缸活塞的位置信号可以是第一缸在上止点，第二缸在下止点，第三缸在上止点，第四缸在下止点。
控制器300分别与发电机100和发动机200相连。控制器300可接收发电机位置信号和发动机每一缸活塞的位置信号，并根据发电机位置信号和发动机每一缸活塞的位置信号确定曲轴转角，以及根据曲轴转角确定发动机每一缸的状态，并根据发动机每一缸的状态对发动机进行控制。
具体地，旋变传感器采集的发电机的初始位置和发动机第一缸的活塞的上止点保持一个对应关系，由于是同步旋转，控制器300可根据发电机位置信号和发动机每一缸活塞的位置信号确定曲轴转角。
然后，控制器300可查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定发动机每一缸的状态。举例来说，以四缸发动机为例，点火顺序为1-3-4-2，曲轴转角和发动机每一缸的状态可如表1所示，
曲轴转角 第一缸 第二缸 第三缸 第四缸
0-180度 作功 排气 压缩 进气
180-360度 排气 进气 作功 压缩
360-540度 进气 压缩 排气 作功
540-720度 压缩 作功 进气 排气
表1
当曲轴转角处于第一预设区间即0至180度时，确定发动机的第一缸处于作功状态，第二缸处于排气状态，第三缸处于压缩状态，第四缸处于进气状态。
同理，当曲轴转角处于第二预设区间即180至360度时，确定发动机的第一缸处于排气状态，第二缸处于进气状态，第三缸处于作功状态，第四缸处于压缩状态。
当曲轴转角处于第三预设区间即360至540度时，确定发动机的第一缸处于进气状态，第二缸处于压缩状态，第三缸处于排气状态，第四缸处于作功状态。
当曲轴转角处于第四预设区间即540至720度时，确定发动机的第一缸处于压缩状态，第二缸处于作功状态，第三缸处于进气状态，第四缸处于排气状态。
其中，作功状态对应的是点火动作，进气状态对应的则是喷油动作，由此可对发动机每一缸进行精准控制。
应当理解的是，1-3-4-2的点火顺序为常用点火顺序，此处仅为示例。也可根据实际应用，使用其他点火顺序，如1-2-4-3的点火顺序等对发动机进行控制，如表2所示。
曲轴转角 第一缸 第二缸 第三缸 第四缸
0-180度 作功 压缩 排气 进气
180-360度 排气 作功 进气 压缩
360-540度 进气 排气 压缩 作功
540-720度 压缩 进气 作功 排气
表2
本发明实施例的发动机的控制系统，通过接收旋变传感器采集的发电机位置信号，接收凸轮轴传感器采集的发动机每一缸活塞的位置信号，根据发电机位置信号和发动机每一缸活塞的位置信号确定曲轴转角，以及根据曲轴转角确定发动机每一缸的状态，并根据发动机每一缸的状态对发动机进行控制，取消了曲轴位置传感器、曲轴盘、分度盘等复杂部件，降低了硬件成本，通过发电机和发动机同轴连接，能够对发动机进行精准地控制。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (12)

  1. 一种发动机的控制方法，其特征在于，发电机设有旋变传感器，发动机设有凸轮轴传感器，所述发动机与所述发电机同轴连接，所述方法包括：
    接收所述旋变传感器采集的发电机位置信号；
    接收所述凸轮轴传感器采集的发动机每一缸活塞的位置信号；
    根据所述发电机位置信号和所述发动机每一缸活塞的位置信号确定曲轴转角；以及
    根据所述曲轴转角确定所述发动机每一缸的状态，并根据所述发动机每一缸的状态对所述发动机进行控制。
  2. 如权利要求1所述的方法，其特征在于，根据所述曲轴转角确定所述发动机每一缸的状态，并根据所述发动机每一缸的状态对所述发动机进行控制，包括：
    查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定所述发动机每一缸的状态。
  3. 如权利要求2所述的方法，其特征在于，查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定所述发动机每一缸的状态，包括：
    当所述曲轴转角处于第一预设区间时，确定所述发动机的第一缸处于作功状态，第二缸处于排气状态，第三缸处于压缩状态，第四缸处于进气状态。
  4. 如权利要求2所述的方法，其特征在于，查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定所述发动机每一缸的状态，包括：
    当所述曲轴转角处于第二预设区间时，确定所述发动机的第一缸处于排气状态，第二缸处于进气状态，第三缸处于作功状态，第四缸处于压缩状态。
  5. 如权利要求2所述的方法，其特征在于，查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定所述发动机每一缸的状态，包括：
    当所述曲轴转角处于第三预设区间时，确定所述发动机的第一缸处于进气状态，第二缸处于压缩状态，第三缸处于排气状态，第四缸处于作功状态。
  6. 如权利要求2所述的方法，其特征在于，查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定所述发动机每一缸的状态，包括：
    当所述曲轴转角处于第四预设区间时，确定所述发动机的第一缸处于压缩状态，第二缸处于作功状态，第三缸处于进气状态，第四缸处于排气状态。
  7. 一种发动机的控制系统，其特征在于，包括：
    发电机、发动机和控制器；
    所述发电机与所述发动机同轴连接；
    所述发电机设有旋变传感器，所述旋变传感器用于采集所述发电机位置信号；
    所述发动机设有凸轮轴位置传感器，所述凸轮轴位置传感器用于采集的发动机每一缸对应的活塞的位置信号；
    所述控制器分别与所述发电机和所述发动机相连，用于接收所述发电机位置信号和所述发动机每一缸活塞的位置信号，并根据所述发电机位置信号和所述发动机每一缸活塞的位置信号确定曲轴转角，以及根据所述曲轴转角确定所述发动机每一缸的状态，并根据所述发动机每一缸的状态对所述发动机进行控制。
  8. 如权利要求7所述的发动机的控制系统，其特征在于，所述控制器，用于：
    查询预设的曲轴转角和发动机每一缸的状态的对应关系表，以确定所述发动机每一缸的状态。
  9. 如权利要求8所述的发动机的控制系统，其特征在于，所述控制器，用于：
    当所述曲轴转角处于第一预设区间时，确定所述发动机的第一缸处于作功状态，第二缸处于排气状态，第三缸处于压缩状态，第四缸处于进气状态。
  10. 如权利要求8所述的发动机的控制系统，其特征在于，所述控制器，用于：
    当所述曲轴转角处于第二预设区间时，确定所述发动机的第一缸处于排气状态，第二缸处于进气状态，第三缸处于作功状态，第四缸处于压缩状态。
  11. 如权利要求8所述的发动机的控制系统，其特征在于，所述控制器，用于：
    当所述曲轴转角处于第三预设区间时，确定所述发动机的第一缸处于进气状态，第二缸处于压缩状态，第三缸处于排气状态，第四缸处于作功状态。
  12. 如权利要求8所述的发动机的控制系统，其特征在于，所述控制器，用于：
    当所述曲轴转角处于第四预设区间时，确定所述发动机的第一缸处于压缩状态，第二缸处于作功状态，第三缸处于进气状态，第四缸处于排气状态。
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